Early Owners Test Ride the New CBR650R E-clutch Motorcycle

The new CBR650R E-Clutch, which is creating quite a stir with its latest automatic clutch control mechanism, was test-ridden by the author, an owner of an earlier model, as a quick test ride!　 At a test ride for the press hosted by Honda Motorcycle Japan, I got to experience its ride quality before its release date of June 13, 2024.
The Honda E-Clutch is the world's first new mechanism that eliminates the need to operate the clutch lever in a wide range of situations. When I rode the new model equipped with it, I was surprised to find that it is more complete than I had expected!　
I could feel that riding a motorcycle became even more enjoyable. Here are our impressions of the new model, including a comparison with our favorite bike.
We have also ridden its sibling, the CB650R E-Clutch, so we will also be reporting on that test ride as well.

What is E-Clutch?

The new CBR650R has a new style with a new headlight and cowling. The sharper form is truly a direct descendant of the Honda CBR series. One of the features of the new model is that it has an even more supersport flavor.

CBR650R E-Clutch (left) and its sibling CB650R E-Clutch (right) released simultaneously

A new 5-inch full-color TFT meter that displays a wealth of information in an easy-to-read format is also newly adopted. The Honda RoadSync smartphone integration mechanism enables the operation of music playback, navigation, and other applications, improving convenience and other features.

But what is still noteworthy is the addition of the Honda E-Clutch equipped model (as well as its sibling, the CB650R) to the standard version, which was launched on April 25, 2024. This is the world's first new mechanism that automatically controls optimal clutch control using the latest electronic control technology.

Cutaway model of engine with Honda E-Clutch

Unit on the right side of 648cc, inline 4-cylinder engine

A major feature is that, despite being a manual transmission (MT) vehicle, it does not require any clutch lever operation for starting, shifting gears, or stopping.
In addition, if the rider wishes to operate the clutch lever as in a normal MT vehicle, manual clutch control can be performed even while the function is in operation, or the function can be turned off. These features are said to contribute to a wide range of riders' fatigue reduction, needs, and high safety.

No need to operate the clutch lever while the system is in operation (photo: CB650R E-Clutch)

Shifting gears is possible only by operating the shift pedal (photo: CB650R E-Clutch)

For the record, the author rides a 2020 CBR650R (early model), which is also equipped with the optional quick shifter. Only when accelerating, the rider can shift gears without operating the clutch or accelerator, but for starting and stopping, the rider must hold the clutch lever.

The author rides a 2020 CBR650R. The exhaust, footpegs, screen, and other parts have been customized to his liking.

The new model has a 648 cc, inline 4-cylinder engine that complies with the 2020 emission regulations, but its maximum output of 70 kW (95 PS)/12000 rpm and maximum torque of 63 N-m (6.4 kgf-m)/9500 rpm is the same as the beloved car.
The only change is that they have changed to a setting with fatter low- and mid-range torque, but there is no change in the specifications.

Also, in 2021, the previous generation model, which replaced the inverted front forks with Showa SFF-BP (Separate Function Front Fork Big Piston), etc., engine output, etc., has not changed from the earlier model that the author has.

In other words, the engines of successive generations of the CBR650R, including the new model, have had no major updates. How has the performance of such a new model changed with the new Honda E-Clutch?　
I have been curious about this for some time, so I took it for a spin.

System on/off is checked by meter or clutch lever

When straddling the seat, the appearance has been changed, but the body and other parts are the same, so it feels the same as your car in terms of position.
The handlebars are separate, but the forward-leaning posture is not so tight, and there are features such as relatively low fatigue even on long tours.

The seat height of 810mm is the same as that of my car, so the foot grounding is the same.
In the case of the author, who is 165 cm tall and weighs 59 kg, with both feet he would have to stand on his toes, but with one foot he can stand on the ground with his toes firmly on the ground.

CBR650R E-clutch position. In the case of the author, who is 165cm tall and weighs 59kg, one foot can reach the kakato.

CBR650R E-clutch position. Both feet would be standing on tiptoe.

When the ignition is turned on, the new meter is activated. When the gear is in neutral, the indicator in the center of the right end of the meter lights up to indicate that the Honda E-Clutch system is on (it is off when the system is off).

Newly equipped 5-inch full-color TFT meter

When the Honda E-Clutch function is turned on, the indicator in the center of the right end of the meter lights up

The engine is started by bouncing up the side stand, applying the brake, and pressing the starter switch located on the right handlebar. In vehicles equipped with the Honda E-Clutch, when starting from this position, the driver does not touch the clutch at all, but only steps on the shift pedal to enter first gear. In a typical manual transmission vehicle, if you do not hold the clutch lever when shifting into first gear, the engine will stall or the bike will move forward. Therefore, it takes a little courage at first.
But once you get used to it, you can operate it without any problem.

On the other hand, in the case of a car equipped with the Honda E-Clutch, if the driver, in his/her habit, accidentally squeezes the clutch lever, the system will be deactivated and the car will become a normal MT car.
Incidentally, in vehicles equipped with the Honda E-Clutch, the clutch lever has more play when the system is on, and the clutch lever has normal play when the system is off.
So you can tell whether the function is working or not by the sensation of squeezing the lever.

Starting is smoother than manual half-clutch

Once in first gear, the car starts off simply by gradually opening the accelerator pedal. What surprised me was the smooth acceleration. I have been riding motorcycles for more than 40 years and have no particular difficulty with the half-clutch when starting off. However, the automatic control of the clutch clearly increases the vehicle speed more than the manual operation of the clutch.

In the Honda E-Clutch, the unit is located in the crankcase side cover on the right side of the engine, and two small electric motors inside replace the human grip to operate the clutch lever input. Control is handled by a motor control unit (MCU) that uses a variety of signals, including throttle opening, gear position signal, shift pedal load, clutch disengagement signal, meter indicator signal, and rotational speed of the front and rear wheels.

Inside the unit of Honda E-Clutch

In other words, in the author's case, the electronically ridden motor provides a smoother starting operation than a manual half-clutch operation.

Incidentally, until I tried it, I thought this system was mainly for beginners who are not good at half-clutching. However, putting my skill level aside, the ride was so smooth that even I, who should have had no worries about the operation, felt defeated.

Automatic control of the Honda E-Clutch is smoother for starting, etc. than manual operation using a half clutch.

The difference is especially noticeable when stopping and re-starting uphill. Normally, you would have to gradually release the rear brake and use the half-clutch well, otherwise the vehicle may fall back.
In such situations, the Honda E-Clutch can start the car without anxiety.

Also, when making a U-turn, the rider does not need to use the half-clutch, so there is no need to worry about the vehicle stalling unexpectedly and causing the driver to lose control of the vehicle. The vehicle can be driven smoothly while adjusting the vehicle speed with the rear brake.

However, when using the Honda E-Clutch, for example, when making a U-turn at very low speeds of less than 5 km/h in a narrow alley, the vehicle body would jolt a bit and the driver might lose balance. In these situations, we would open the accelerator pedal just a little bit, because if we opened it a little too much, the power would come out with a bang.

In such cases, it seems smoother to manually operate the half-clutch. If you are a beginner who is not good at such operation, it is better to get off the bike, even if it is equipped with a Honda E-clutch, and turn by pushing and walking the vehicle.

In addition, the Honda E-Clutch was also useful when pushing the vehicle uphill.
Normally, with the engine running, the driver would shift into first gear and push the vehicle by operating the half clutch and accelerator pedal. On the other hand, the Honda E-Clutch does not require clutch operation, so the driver can push the vehicle up a hill with only gas pedal operation.

Note that vehicles equipped with the Honda E-Clutch can start even if they are in a higher gear than 2nd gear.
However, if they continue to use too high a gear, the clutch may wear out prematurely.
Also, as the clutch wears out, the system may shut down, so Honda recommends using first gear for starting.

Quick shifter-like shifting is possible

Start the motorcycle and shift up when you reach a certain vehicle speed. At this time, there is also no need to return the accelerator pedal, let alone the shift lever.
Also, when downshifting, the driver need only depress the shift pedal while returning the accelerator pedal and applying the front and rear brakes; no clutch operation is required.
This operation is the same as the quick shifter for both shifting up and down.

Shifting down is also done by simply depressing the pedal.

Note that the optional quick shifter installed on the author's motorcycle, as mentioned above, only supports shifting up. Moreover, according to the dealer where I purchased it, if the shifter is not operated after a certain amount of rpm (recommended is 6000 rpm or more), there is a possibility that it may malfunction.

On the other hand, a vehicle equipped with a Honda E-Clutch can shift up even at low rpm, for example, 3000 rpm. It can also be operated with the accelerator pedal and closed. This would be very convenient, especially on the way home from a long-distance touring trip, when you are tired and the operation is troublesome. Tiredness can cause loss of concentration, leading to falls and accidents. Considering this, it can be said that this system contributes to safer riding.

Zero clutch operation is possible even when winding down.

This test ride was conducted on a closed but wandering course with a series of corners and ups and downs. We were able to fully experience the effect of the Honda E-Clutch in cornering. Once I got used to it, I was able to ride the 5 km course around the track without having to hold the clutch lever even once.

Particularly impressive was the shifting during cornering. For example, when entering a corner, you decelerate and downshift, but the gear is higher than you expected and acceleration on the way up seems to slow down. At such times, even when downshifting in the middle of a corner without operating the clutch, I could hardly feel any shock when shifting gears, and the car body was very stable.

Stabilizes the vehicle even when downshifting while cornering

In a normal manual transmission car, if the clutch is operated incorrectly after downshifting and the clutch is connected roughly, the shock of gear shifting may cause the car body to behave strangely. The motorcycle equipped with the Honda E-clutch has no such concerns. I was able to enjoy riding the bike so much that I felt as if my skills had improved considerably.

Note that vehicles equipped with the Honda E-Clutch can also operate the clutch when shifting up or down, as mentioned above. When this is done, the system is temporarily turned off, but the clutch lever is released again, and after a certain time the automatic control is turned on again.

According to Honda developers, in situations where the vehicle speed is somewhat high and the vehicle is shifting back and forth, the system will come back on in about one second after it is turned off, and in lower speeds, such as in congested city streets, the system will come back on in about five seconds.

The system can also be left off via the meter's settings screen using a 4-way switch, newly equipped on the left handlebar.
Thus, the Honda E-Clutch offers many options for different riders, depending on their preferences, riding styles, etc.

The 4-way switch used on newer left-hand ride models

Incidentally, as mentioned above, the new CBR650R has changed the characteristics of its engine, increasing torque in the low- and mid-range while maintaining top-end power and other characteristics. Perhaps due to this effect, I was able to drive briskly enough even though I had to shift gears less frequently than on my motorcycle.

For example, a corner where your car would probably drop from 3rd gear to 2nd gear and turn at over 6000 rpm. With the new model, even in such a corner, I could keep 3rd gear and drive at around 4000 to 6000 rpm and still feel a good sense of acceleration at the exit. These characteristics make the new model more comfortable to drive, even when, for example, driving through winding roads without much pace and while enjoying the scenery around you.

When parked, it's just like a regular motorcycle.

After having fully enjoyed the ride, return to the starting point and stop. Again, no clutch operation is required; simply return to the accelerator pedal and apply the brakes.

At this point, a bit of caution should be exercised when the engine is stopped with the main switch off in a gear other than neutral, such as first gear.

Like most manual transmission vehicles, Honda E-Clutch-equipped vehicles will have the clutch engaged, so for example, if you want to push or pull the bike into a parking space, you will need to hold the clutch lever or put the gear in neutral.

Basically, this is because when the main switch is turned off, the Honda E-Clutch system stops working. So, when the bike is stopped, it reverts to a normal bike.

When stopped, the gear must be in neutral, and push/pull requires the clutch lever to be held.

The CB650R is also comfortable and exhilarating to ride

We also test-rode the CB650R E-Clutch, a naked sibling of the CBR650R that, like the CBR650R, is equipped with an automatic clutch control system.

CB650R E-Clutch also enjoys sporty riding without clutch operation

This is also a setting to be added to the standard specification, and again, the appearance has been completely redesigned. The headlight design is slanted, and the shroud has a new compact surface design with a high-quality metallic texture. The tail cowl also has a sharper shape. The new model has an even sportier style while inheriting the concept of a neo-sport café that combines a classical atmosphere with a modern appearance.

Such a CB650R E-Clutch is similar in that it can be ridden comfortably and sportily without using the clutch lever. In particular, this model is equipped with bar handlebars with a high grip position, which gives it a more upright and impressive position with a high degree of freedom. Especially when making low-speed U-turns in narrow alleys, the lack of clutch operation is evident in the smoother ride than on the CBR650R E-Clutch.

The upright position made U-turns easier than on the CBR650R.

Also, like the new CBR650R, this one had an excellent new 5-inch full-color TFT meter.
The meter of the previous generation model was the same as that of my beloved early CBR650R, but it was sometimes somewhat difficult to read, especially when the sun shone on it on a sunny day.

On the other hand, the new meter, again like the new CBR650R, allows the user to choose from three types of background colors: white, black, and an automatic white/black adjustment. Depending on the weather and riding conditions, the best color can be selected. In addition, a new feature allows the user to select from three display types: bar/circle/simple.
It is also noteworthy that the information from the screen is easier to read and use.

Motorcycles with E-clutches are distressed!

Thus, both the CBR650R and CB650R models equipped with the E-Clutch are not only more comfortable but also more sporty, by eliminating the need for clutch operation.
In particular, not only beginners but also the author, who prided himself on his familiarity with clutch operation, found that riding with the system was more enjoyable.

Moreover, it also caters to the tastes of users who, like the author, have long been fans of motorcycles and want to enjoy the sensation of operating the clutch and shifting the gears to control their bikes. The fact that it responds to such diverse needs is also quite favorable. To be honest, I'm quite eager to have one.

Incidentally, the new models are priced (including tax) at 1,100,000 yen for the standard CBR650R and 1,155,000-1,188,000 yen for the models equipped with the E-clutch.
For the CB650R, the standard model is priced at 1,034,000 yen and the model with the E-clutch at 1,089,000 yen.

CBR650R (right) and CB650R (left) with E-clutch

Standard model of the new CBR650R

The standard model of the new CB650R

Compared to the standard model, the price of the E-clutch-equipped model is 55,000 yen to 88,000 yen higher for the CBR650R and 55,000 yen higher for the CB650R.
With a price difference of this magnitude, if it were me, I would choose the E-clutch-equipped model.

However, my current car has been customized with a muffler, steps, front screen, etc. to my specifications in its way. Also, I still have some loans left, so I am quite confused.
I would like to think carefully about it for a while before concluding.

The CBR650R and CB650R with E-Clutch were also so complete that I would not hesitate to switch to them!